CN213167690U - Hybrid vehicle's thermal management system and hybrid bull-dozer - Google Patents
Hybrid vehicle's thermal management system and hybrid bull-dozer Download PDFInfo
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- CN213167690U CN213167690U CN202022092537.9U CN202022092537U CN213167690U CN 213167690 U CN213167690 U CN 213167690U CN 202022092537 U CN202022092537 U CN 202022092537U CN 213167690 U CN213167690 U CN 213167690U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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Abstract
The utility model discloses a hybrid vehicle's thermal management system and hybrid bull-dozer relates to bull-dozer technical field. The thermal management system of the hybrid vehicle comprises a first thermal management system unit and a second thermal management system unit, wherein a partition is arranged between the first thermal management system unit and the second thermal management system unit and can be selectively opened or closed, so that air circulation or air isolation can be selectively realized between the first thermal management system unit and the second thermal management system unit. When the hybrid vehicle works in a non-low temperature or non-extremely cold environment, the cabin air of the two thermal management system units is isolated, and the two thermal management system units can be respectively at a temperature suitable for the two thermal management system units, so that the mutual influence caused by different working temperatures is reduced.
Description
Technical Field
The utility model relates to a bull-dozer technical field especially relates to a hybrid vehicle's thermal management system and hybrid bull-dozer.
Background
With the increasing environmental problems, power sources for engineering machinery products are also being diversified by internal combustion engines, such as devices using natural gas as a power source, pure electric devices using batteries as a power source, and hybrid devices using internal combustion engines and batteries as power sources. The hybrid power engineering machinery (including a bulldozer) has great comprehensive advantages in the aspects of dynamic property, fuel economy and endurance mileage, and is an important development trend of engineering machinery products in the future.
The hybrid bulldozer is designed and used to solve a plurality of technical problems, and the compatibility problem of the internal combustion engine thermal management system and the battery motor thermal management system is particularly prominent.
The internal combustion engine matched with the engineering machinery is generally a diesel engine, the optimal working temperature is 75-95 ℃, and the performance is reduced or faults are caused by supercooling or overheating. Therefore, the coolant temperature range of the internal combustion engine cooling system is also generally controlled within this range. The surface temperature of high-temperature parts such as an exhaust pipe of the internal combustion engine can reach about 400 ℃, and the average temperature of a cabin where the internal combustion engine is located is about 50 ℃ generally due to the action of heat radiation.
The working temperature of the battery is relatively harsh, and the working temperature is required to be in the range of 25 ℃ to 35 ℃ from the known parameters. When the battery is too cold, heating measures are needed, and the battery is generally heated by consuming the electric quantity of the battery. Forced heat dissipation is required when overheating occurs. When the temperature of the compartment in which the battery is located is higher than 35 ℃, the environment can heat the battery due to the action of heat radiation, and the heat load of a battery cooling system is increased.
Although a hybrid vehicle in the prior art can realize that the internal combustion engine thermal management system and the battery motor thermal management system can work independently or cooperatively, the internal combustion engine thermal management system and the battery motor thermal management system are both in the same cabin, the internal combustion engine and the battery have different working temperatures, and the internal combustion engine and the battery in the same cabin also have certain influence on respective functions due to air circulation.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a hybrid vehicle's thermal management system, this hybrid vehicle's thermal management system can selectively realize that circulation of air or air are isolated, reduces the influence each other that causes because of the operating temperature difference.
Another object of the utility model is to provide a hybrid bull-dozer to realize that the thermal management system of bull-dozer is in the optimum temperature scope when the operation, can also reach energy-conserving effect simultaneously.
To achieve the purpose, the utility model adopts the following technical proposal:
a thermal management system of a hybrid vehicle comprises a first thermal management system unit and a second thermal management system unit, wherein a partition is arranged between the first thermal management system unit and the second thermal management system unit and can be selectively opened or closed, so that air circulation or air isolation can be selectively realized between the first thermal management system unit and the second thermal management system unit.
Optionally, the first thermal management system unit comprises a fan, and the direction of the airflow generated by the fan is from the first thermal management system unit to the second thermal management system unit.
Optionally, the partition is an electrically powered shutter or a mechanically driven partition.
Optionally, the liquid pipelines between the first thermal management system unit and the second thermal management system unit are communicated, and the communicated liquid pipelines are provided with switching valves.
Optionally, the first thermal management system unit is an internal combustion engine cooling system, and the second thermal management system unit is a battery motor cooling system.
Optionally, the internal combustion engine cooling system comprises an internal combustion engine and an internal combustion engine radiator, the battery motor cooling system comprises a battery, a battery radiator and a motor, a coolant outlet of the internal combustion engine radiator is communicated with a coolant inlet of the internal combustion engine, a coolant outlet of the internal combustion engine is respectively communicated with a coolant inlet of the battery radiator and a coolant inlet of the motor, a coolant outlet of the battery radiator is communicated with a coolant inlet of the battery, and a pipeline through which the coolant outlet of the internal combustion engine is communicated with the coolant inlet of the battery radiator and a pipeline through which the coolant outlet of the internal combustion engine is communicated with the coolant inlet of the motor are both provided with an on-off valve.
Optionally, the battery motor cooling system further comprises a motor radiator, a coolant outlet of the battery is communicated with a coolant inlet of the battery radiator, a coolant outlet of the battery radiator is communicated with a coolant inlet of the internal combustion engine, and a pipeline, which is communicated with the coolant inlet of the internal combustion engine, of the coolant outlet of the battery radiator is provided with a switch valve; and a cooling liquid outlet of the motor is communicated with a cooling liquid inlet of the motor radiator, a cooling liquid outlet of the motor radiator is communicated with a cooling liquid inlet of the internal combustion engine, and a pipeline for communicating the cooling liquid outlet of the motor radiator with the cooling liquid inlet of the internal combustion engine is provided with a switch valve.
Optionally, the on-off valve is an electronic throttle valve or a solenoid valve.
Optionally, the fan is a heat absorption fan.
A hybrid bulldozer, comprising a thermal management system of a hybrid vehicle as set forth in any preceding claim.
The utility model has the advantages that:
the utility model provides a hybrid vehicle's thermal management system through set up the optional baffle of opening or closing between first thermal management system unit and second thermal management system unit to make the optional realization circulation of air or air isolated between first thermal management system unit and the second thermal management system unit. When the hybrid vehicle works in a non-low-temperature or non-extremely-cold environment, the cabin air of the two thermal management systems is isolated, and the two thermal management systems can be respectively at a temperature suitable for the two thermal management systems, so that the mutual influence caused by different working temperatures is reduced.
The utility model provides a hybrid bulldozer uses foretell hybrid vehicle's thermal management system, according to different work condition, sets for different control strategies, makes each system of complete machine be in the optimum temperature scope when the operation, can also reach effects such as energy-conservation simultaneously.
Drawings
Fig. 1 is a schematic diagram of a thermal management system of a hybrid vehicle according to an embodiment of the present invention.
The labels in the figure are:
1. a first thermal management system unit; 2. a second thermal management system unit; 3. a partition plate; 4. an electronic throttle valve;
11. an internal combustion engine; 12. an internal combustion engine radiator; 13. a fan; 21. a battery; 22. a battery heat sink; 23. a motor; 24. a motor radiator; 51. a first communicating pipe; 52. a second communication line; 53. a third communication line; 54. a fourth communication line.
Detailed Description
In order to make the technical problem solved by the present invention, the technical solution adopted by the present invention and the technical effect achieved by the present invention clearer, the technical solution of the present invention will be further explained by combining the drawings and by means of the specific implementation manner.
In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, detachably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", and the like are used in the orientation or positional relationship shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.
As shown in fig. 1, the present embodiment provides a thermal management system of a hybrid vehicle, which includes a first thermal management system unit 1 and a second thermal management system unit 2, wherein a partition 3 is disposed between the first thermal management system unit 1 and the second thermal management system unit 2, and the partition 3 can be selectively opened or closed, so that the first thermal management system unit 1 and the second thermal management system unit 2 can selectively achieve air circulation or air isolation.
The thermal management system of the hybrid vehicle provided by the embodiment selectively realizes air circulation or air isolation by arranging the selectively opened or closed partition 3 between the first thermal management system unit 1 and the second thermal management system unit 2, so that the first thermal management system unit 1 and the second thermal management system unit 2 can selectively realize air circulation or air isolation. When the hybrid vehicle works in a non-low-temperature or non-extremely-cold environment, the cabin air of the two thermal management systems is isolated, and the two thermal management systems can be respectively at a temperature suitable for the two thermal management systems, so that the mutual influence caused by different working temperatures is reduced.
In this embodiment, the cabin in which the first thermal management system unit 1 is located is a first cabin, and the cabin in which the second thermal management system unit 2 is located is a second cabin.
Optionally, the first thermal management system unit 1 comprises a fan 13, and the direction of the air flow generated by the fan 13 is from the first thermal management system unit 1 to the second thermal management system unit 2. In this embodiment, when the ambient temperature is low (below 0 ℃), the first thermal management system unit 1 is running and the second thermal management system unit 2 is not running, and the ambient temperature is low, which may affect the performance of the main components in the second thermal management system unit 2, and the first thermal management system unit 1 is running, which may cause the temperature of the cabin where the first thermal management system unit 1 is located to be higher than the ambient temperature, the partition 3 between the two may be opened, and the fan 13 blows the hot air in the cabin where the first thermal management system unit 1 is located to the cabin where the second thermal management system unit 2 is located, which also increases the temperature of the cabin where the second thermal management system unit 2 is located, thereby avoiding affecting the performance of the main components therein.
Optionally, the partition 3 is an electrically powered shutter or a mechanically driven partition. In this embodiment, the partition 3 may be an electric louver or a mechanically driven partition 3, and it is only necessary to achieve air communication or air isolation between the first thermal management system unit 1 and the second thermal management system unit 2. Of course, the thermal management system of the hybrid vehicle further includes a controller electrically connected to the partition plate 3, and controlling the opening and closing of the partition plate 3 according to the ambient temperature.
Optionally, the liquid pipeline between the first thermal management system unit 1 and the second thermal management system unit 2 is communicated, and an on-off valve is arranged on the communicated liquid pipeline. Specifically, the first thermal management system unit 1 is an internal combustion engine cooling system, and the second thermal management system unit 2 is a battery motor cooling system. In the present embodiment, the fan 13 is a heat absorption fan. The three arrows on the left side in fig. 1 indicate the direction of the cooling air flow caused by the heat absorbing fan. The liquid pipelines between the cooling system of the internal combustion engine and the cooling system of the battery motor are communicated to realize interactive heating, improve the cold starting capability of the internal combustion engine 11, and ensure the discharging efficiency of the battery 21 and the like. The thermal management system of the hybrid vehicle provided by the embodiment avoids the influence or fault caused by the over-low or over-high temperature on the performance of the internal combustion engine 11; and also avoids the increase of the thermal load of the battery cooling system caused by the heating of the battery 21 by the environment.
Specifically, the internal combustion engine cooling system comprises an internal combustion engine 11 and an internal combustion engine radiator 12, the battery motor cooling system comprises a battery 21, a battery radiator 22 and a motor 23, a coolant outlet of the internal combustion engine radiator 12 is communicated with a coolant inlet of the internal combustion engine 11, a coolant outlet of the internal combustion engine 11 is respectively communicated with a coolant inlet of the battery radiator 22 and a coolant inlet of the motor 23, a coolant outlet of the battery radiator 22 is communicated with a coolant inlet of the battery 21, and a pipeline through which the coolant outlet of the internal combustion engine 11 is communicated with the coolant inlet of the battery radiator 22 and a pipeline through which the coolant outlet of the internal combustion engine 11 is communicated with the coolant inlet of the motor 23 are both provided with a switch valve. In the present embodiment, a conduit through which the coolant outlet of the internal combustion engine 11 communicates with the coolant inlet of the battery radiator 22 is referred to as a first communication conduit 51, and a conduit through which the coolant outlet of the internal combustion engine 11 communicates with the coolant inlet of the motor 23 is referred to as a second communication conduit 52. Since the heating speed of the liquid is faster than that of the air circulation, in an extremely cold (below-20 ℃), the on-off valves on the first communication pipeline 51 and the second communication pipeline 52 are opened to communicate the internal combustion engine cooling system with the battery motor cooling system, and the battery 21 and the motor 23 are heated by the high-temperature water of the internal combustion engine 11.
In the present embodiment, the coolant outlet of the internal combustion engine 11 is also connected to the coolant inlet of the internal combustion engine radiator 12, and when the on-off valves on the first communication pipeline 51 and the second communication pipeline 52 are closed, the internal combustion engine cooling system is not communicated with the battery motor cooling system, and the internal combustion engine cooling system cools and dissipates heat by self-circulation cooling.
Optionally, the battery motor cooling system further includes a motor radiator 24, the coolant outlet of the battery 21 is communicated with the coolant inlet of the battery radiator 22, the coolant outlet of the battery radiator 22 is communicated with the coolant inlet of the internal combustion engine 11, and a switching valve is arranged on a pipeline where the coolant outlet of the battery radiator 22 is communicated with the coolant inlet of the internal combustion engine 11; a coolant outlet of the motor 23 is communicated with a coolant inlet of the motor radiator 24, a coolant outlet of the motor radiator 24 is communicated with a coolant inlet of the internal combustion engine 11, and a switching valve is arranged on a pipeline through which the coolant outlet of the motor radiator 24 is communicated with the coolant inlet of the internal combustion engine 11. In the present embodiment, a conduit through which the coolant outlet of the battery radiator 22 communicates with the coolant inlet of the internal combustion engine 11 is referred to as a third communication conduit 53, and a conduit through which the coolant outlet of the motor radiator 24 communicates with the coolant inlet of the internal combustion engine 11 is referred to as a fourth communication conduit 54. Because the internal combustion engine 11 still has the low-temperature starting problem under the low-temperature environment, under the condition of starting the battery motor cooling system in advance, the switch valve on the third communication pipeline 53 and/or the switch valve on the fourth communication pipeline 54 are/is opened, so that the battery motor cooling system is used for heating the internal combustion engine 11, the cold starting performance is improved, and an additional auxiliary starting device is not required to be added.
In the present embodiment, the coolant outlet of the battery 21 is also communicated with the coolant inlet of the battery radiator 22, the coolant outlet of the motor 23 is also communicated with the coolant inlet of the battery radiator 22, and when the on-off valve on the third communication pipeline 53 and the on-off valve on the fourth communication pipeline 54 are closed, the internal combustion engine cooling system is not communicated with the battery motor cooling system, and the battery motor cooling system performs self-circulation cooling heat dissipation.
Alternatively, the on-off valve is an electronic throttle valve 4 or a solenoid valve. In this embodiment, the switch valve is the electronic throttle valve 4, the electronic throttle valve 4 is electrically connected with the controller, the electronic throttle valve 4 controls the flow rate of the communication pipeline and the on-off of the communication pipeline, the electronic throttle valve 4 can buffer the pressure of the fluid, and when the fluid flows in through the electronic throttle valve 4, the electronic throttle valve 4 can hinder the operation of the fluid to a certain extent, so as to reduce the impact force. Of course, in other embodiments, the switch valve may also be a solenoid valve, and whether the liquid pipeline is communicated or not is controlled by the solenoid valve.
The working principle of the thermal management system of the hybrid vehicle provided by the embodiment is as follows:
when the environment temperature is normal (generally 0-40 ℃), and the cooling system of the internal combustion engine or the cooling system of the battery motor works independently, the partition plate 3 is closed, so that the adverse effect on the performance of the internal combustion engine 11 or the battery 21 caused by the different temperatures of the cabins of the two systems is prevented;
when the environmental temperature is low (below 0 ℃), the internal combustion engine cooling system runs, and the battery motor cooling system does not run, the partition plate 3 between the internal combustion engine cooling system and the battery motor cooling system is opened, and hot air in the cabin where the internal combustion engine cooling system is located is blown to the cabin where the battery motor cooling system is located through the fan 13, so that the temperature of the cabin where the battery motor cooling system is located is increased, the battery 21 and the motor 23 are heated and insulated, and the energy conservation of the battery 21 is realized;
when the ambient temperature is low (below 0 ℃), the battery motor cooling system operates, and the internal combustion engine cooling system does not operate, the liquid pipelines of the internal combustion engine cooling system and the battery motor cooling system are communicated through the liquid pipeline, so that the battery motor cooling system heats the internal combustion engine 11, and the cold start performance of the internal combustion engine 11 is improved.
In an extremely cold (below-20 ℃), a liquid pipeline of a cooling system of the internal combustion engine is communicated with a liquid pipeline of a cooling system of the battery motor, and the battery 21 and the motor 23 are heated by high-temperature water of the internal combustion engine 11, so that the performances of the battery 21 and the motor 23 are protected.
The embodiment also provides a hybrid bulldozer which comprises the thermal management system of the hybrid vehicle. The hybrid bulldozer provided by the embodiment applies the thermal management system of the hybrid vehicle, and sets different control strategies according to different working conditions, so that each system of the complete bulldozer is in an optimal temperature range during operation, and meanwhile, the effects of energy conservation and the like can be achieved.
The above description is only for the preferred embodiment of the present invention, and for those skilled in the art, there are variations on the detailed description and the application scope according to the idea of the present invention, and the content of the description should not be construed as a limitation to the present invention.
Claims (10)
1. A thermal management system for a hybrid vehicle, comprising:
the thermal management system comprises a first thermal management system unit (1) and a second thermal management system unit (2), wherein a partition (3) is arranged between the first thermal management system unit (1) and the second thermal management system unit (2), and the partition (3) can be selectively opened or closed so as to selectively realize air circulation or air isolation between the first thermal management system unit (1) and the second thermal management system unit (2).
2. Thermal management system of a hybrid vehicle according to claim 1, characterized in that the first thermal management system unit (1) comprises a fan (13), the fan (13) generating an air flow directed from the first thermal management system unit (1) to the second thermal management system unit (2).
3. The thermal management system of a hybrid vehicle according to claim 1, characterized in that the partition (3) is an electric shutter or a mechanically driven partition.
4. The thermal management system of a hybrid vehicle according to claim 1, characterized in that a liquid line between the first thermal management system unit (1) and the second thermal management system unit (2) communicates, and an on-off valve is provided on the communicating liquid line.
5. The thermal management system of a hybrid vehicle according to any one of claims 1-4, characterized in that the first thermal management system unit (1) is an internal combustion engine cooling system and the second thermal management system unit (2) is a battery motor cooling system.
6. The thermal management system of a hybrid vehicle according to claim 5, characterized in that the internal combustion engine cooling system includes an internal combustion engine (11) and an internal combustion engine radiator (12), the battery-motor cooling system includes a battery (21), a battery radiator (22), and a motor (23), a coolant outlet of the internal combustion engine radiator (12) communicates with a coolant inlet of the internal combustion engine (11), a coolant outlet of the internal combustion engine (11) communicates with a coolant inlet of the battery radiator (22) and a coolant inlet of the motor (23), respectively, a coolant outlet of the battery radiator (22) communicates with a coolant inlet of the battery (21), and a conduit through which the coolant outlet of the internal combustion engine (11) communicates with the coolant inlet of the battery radiator (22) and a conduit through which the coolant outlet of the internal combustion engine (11) communicates with the coolant inlet of the motor (23) are both provided with on-off valves .
7. The thermal management system of a hybrid vehicle according to claim 6, characterized in that the battery motor cooling system further includes a motor radiator (24), a coolant outlet of the battery (21) communicates with a coolant inlet of the battery radiator (22), a coolant outlet of the battery radiator (22) communicates with a coolant inlet of the internal combustion engine (11), and a switching valve is provided on a pipe where the coolant outlet of the battery radiator (22) communicates with the coolant inlet of the internal combustion engine (11); a cooling liquid outlet of the motor (23) is communicated with a cooling liquid inlet of the motor radiator (24), a cooling liquid outlet of the motor radiator (24) is communicated with a cooling liquid inlet of the internal combustion engine (11), and a switching valve is arranged on a pipeline for communicating the cooling liquid outlet of the motor radiator (24) with the cooling liquid inlet of the internal combustion engine (11).
8. The thermal management system of a hybrid vehicle according to claim 7, characterized in that the on-off valve is an electronic throttle valve (4) or a solenoid valve.
9. The thermal management system of a hybrid vehicle according to claim 2, characterized in that the fan (13) is a heat absorption fan.
10. A hybrid bulldozer, characterized in that it comprises a thermal management system of a hybrid vehicle according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022092537.9U CN213167690U (en) | 2020-09-22 | 2020-09-22 | Hybrid vehicle's thermal management system and hybrid bull-dozer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022092537.9U CN213167690U (en) | 2020-09-22 | 2020-09-22 | Hybrid vehicle's thermal management system and hybrid bull-dozer |
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| CN213167690U true CN213167690U (en) | 2021-05-11 |
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| CN202022092537.9U Active CN213167690U (en) | 2020-09-22 | 2020-09-22 | Hybrid vehicle's thermal management system and hybrid bull-dozer |
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- 2020-09-22 CN CN202022092537.9U patent/CN213167690U/en active Active
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